A navigation system is described for a vehicle equipped with an autonomous driving system. The navigation system includes a human-machine interface with a display and a user control, and an electronic controller. The controller is configured to calculate a plurality of travel routes from a determined starting point to a defined destination point. The controller determines which portions of each travel route will utilized automated driving operation and which portions will utilized manual driving operation. Based on an input received from the user control, the controller defines an automatic-manual driving preference ratio indicating a driver preference for an amount of manual driving operation relative to an amount of automatic driving operation. The controller automatically selects a route from the plurality of travel routes that most closely matches the defined automatic-manual driving preference ratio and outputs the selected route on the display.

Described herein are systems and techniques for utilizing a powered axle that includes a plurality of transmissions. The powered axle may include separate transmissions to power wheels on opposite ends of the powered axle. Each transmission of the powered axle may be operated independently of the other transmission. As such, the plurality of transmissions of the powered axle may be shifted independently of each other. Various control schemes may be provided for operation of such transmissions.

A speed-changing device (21) is provided with an input shaft (22), an output shaft (23), a planetary gear mechanism (29), a first variator (33), a second variator (34), and a controller (25). The planetary gear mechanism (29) is configured to include a carrier (29A) connected to the input shaft (22), a first sun gear (29B) connected to the first variator (33), and a second sun gear (29C) connected to the output shaft (23). The second variator (34) transmits power transmitted from the first variator (33) to the output shaft (23), or transmits power transmitted from the output shaft (23) to the first variator (33). The controller (25) changes the rotation speed of the first variator (33), thereby changing the rotation speed of the output shaft (23) in relation to the rotation speed of the input shaft (22).

A motor vehicle transmission is connected between a drive aggregate and a drive output, and includes a powershiftable main transmission group with a plurality of forward gears and at least one reversing gear. A hydrodynamic starting element is connected between the drive aggregate and the transmission. The main transmission has frictional shifting elements of which, in each gear, a first number are closed and a second number are open. The main transmission has a parking lock that, when engaged, immobilizes an output shaft of the main transmission group. A downstream range group includes at least one interlocking shifting element and can be shifted between a first range and a second range. When the motor vehicle is stationary with the drive aggregate running, to shift the downstream range group the parking lock is first engaged, and then the downstream range group is shifted into neutral from a range to be disengaged.

Methods for automated calibration and adaption of a gearshift controller (39) are disclosed. In one aspect, the method automates calibration a gearshift controller (39) for controlling a sequence of gearshifts in either a stepped automatic transmission equipped with at least one speed sensor mounted on a dynamometer (42) or an automotive vehicle mounted on a dynamometer (42), where the dynamometer (42) is electronically controlled by a dynamometer controller (43). Each gearshift in the sequence includes a first phase, a second phase, . . . and an N.sup.th phase. The gearshift controller (39) includes (initial values of) a first phase control parameters set, a second phase control parameters set, . . . and an N.sup.th phase control parameters set for each gearshift in the sequence that are updated using a first phase learning controller, a second phase learning controller, . . . and an N*11 phase learning controller respectively.

Methods for automated calibration and adaption of a gearshift controller (39) are disclosed. In one aspect, the method automates calibration a gearshift controller (39) for controlling a sequence of gearshifts in either a stepped automatic transmission equipped with at least one speed sensor mounted on a dynamometer (42) or an automotive vehicle mounted on a dynamometer (42), where the dynamometer (42) is electronically controlled by a dynamometer controller (43). Each gearshift in the sequence includes a first phase, a second phase, . . . and an N.sup.th phase. The gearshift controller (39) includes (initial values of) a first phase control parameters set, a second phase control parameters set, . . . and an N.sup.th phase control parameters set for each gearshift in the sequence that are updated using a first phase learning controller, a second phase learning controller, . . . and an N*11 phase learning controller respectively.

An engagement operation of a dog clutch is carried out while an engagement operation of a second clutch is being carried out, that is, during a situation that an uplock is hard to occur because of a phase shift generated between meshing counterpart members of the dog clutch. Thus, the dog clutch is easily engaged, and it is possible to facilitate preparation for transmission of power through a first power transmission path. If the dog clutch is not engaged, the second clutch is engaged and a second power transmission path is established, so it is possible to start moving a vehicle by transmitting power through the second power transmission path. Thus, when the dog clutch is in a non-engaged state at the time of an N-to-D shift during a stop of the vehicle, it is possible to ensure the startability of the vehicle.

On simultaneous shifts in which shift control of virtual gear positions overlaps shift control of mechanical gear positions, an electronic control unit is configured to delay output of a shift command on the virtual gear position such that shifts of the virtual gear position and the mechanical gear position are performed in synchronization. Therefore, the virtual gear position and the mechanical gear position are shifted in synchronization, irrespective of a difference between the shift response times, and the feeling of strangeness given to the driver due to shift shock, or the like, is suppressed.

A motor vehicle drivetrain features an input shaft, an output shaft, a continuously variable transmission for coupling the input shaft to the output shaft with a variable transmission ratio between the input shaft and the output shaft, and a bypass transmission with at least one bypass gearing, which has a fixed transmission ratio, in order to couple the input shaft to the output shaft. A value of a transmission ratio of the bypass gearing is less than or equal to half the sum of a value of the maximum forward motion and a value of the minimum forward motion of the variable transmission ratio between the input shaft and the output shaft driven of the continuously variable transmission and/or less than or equal to 1.0. The bypass transmission is configured for driving the motor vehicle with a driving speed of at least 50 km/h or 31 mph.

A motor vehicle drivetrain features an input shaft, an output shaft, a continuously variable transmission for coupling the input shaft to the output shaft with a variable transmission ratio between the input shaft and the output shaft, and a bypass transmission with at least one bypass gearing, which has a fixed transmission ratio, in order to couple the input shaft to the output shaft. A value of a transmission ratio of the bypass gearing is less than or equal to half the sum of a value of the maximum forward motion and a value of the minimum forward motion of the variable transmission ratio between the input shaft and the output shaft driven of the continuously variable transmission and/or less than or equal to 1.0. The bypass transmission is configured for driving the motor vehicle with a driving speed of at least 50 km/h or 31 mph.